Locomotive engine



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A. P. DODGE.

LoooMoTIVB ENGINE.

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5 Sheets-Sheet 2.

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A. P. DODGE.

LoGoMoTIVB ENGINE.

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No. 585,623. Patented June 29, 1897.

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' 5 Sheets-Shee`t 5. A. P. DODGE. LOMOTIVE ENGINE.

Patented June 29, 1897.

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ARTHUR P. DODGE,` OF CHICAGO, ILLINOIS, ASSIGNOR' TO THE KINETIC POVER COMPANY.

LOCONI'OTIVE-'ENGIN E'..

SPECIFICATION forming part of Letters Patent No. 585,623, dated June 2.9, 1897.

Application filed August 14, 1896. Serial No. 602,806. (No model.)

To all whom it may concern,.-

Be it known that I, ARTHUR P. DODGE, a citizen of the United States, residing at Ohicago, in the State of Illinois, have invented certain new and useful Improvements in Locomotive-Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates principally to locomotive-engines. It includes a condenser specially adapted to the class of engines on which it is shown, this special form of engine being adapted to work under a charged or stored pressure of steam with hot water reinforced by a small heating-furnace.

Details of construction hereinafter .described are included in the invention and relate to the same kind of locomotive.

My said invention is illustrated in the accompanying drawings, in which- Figure l shows the locomotive-engine with myimprovements partly in side elevation and partly in vertical longitudinal section. Fig. 2 shows the parts of the locomotive substantially in plan or top View. Fig. 3 is a similar view of the condenser. Figs. 4 and 5 show vertical transverse sections on lines x a: and yy, respectively, of Fig. 1".` Fig. 6 illustrates -more clearly the arrangement of pipes and other details. Fig. 7 shows the construction andarrangement `of the condenser-pipes. Fig. S showsa detail of construction. Fig. 9 is a longitudinal section of the boiler. Fig. l0 shows a cross-section of the steam-dome. Fig. 1l shows an enlarged cross-section on the line 9 9 of Fig. 9. Fig. l2 is an enlarged section on the lines 10 l0 of Fig. 9. i

The main points sought in the improvements herein described relate more especially to motors designed for street-railways and using steam as a motive power, and they are concerned in the reduction or avoidance of the noise caused by the escape of steam and the conservation of the heat and consequent economy 4in the use of it to the greatest possible extent. I have had also in mind economy in the construction of the parts and their adaptation to the special use and condition above indicated. t

The motor shown in Fig. 1 is of the class designed for street-railways. Beneath the floor of the car is the tank or boiler A A', which contains the water and steam under great pressure, it being understood that power is so stored within this tank by means of communication with a stationary tank where the heat is .originally generated and the water with the steam under great pressure is transferred to the motor, as in the Angamar motor. The auxiliary heater is next to the end A of this boiler and is indicated at h.

No novelty is claimed for the construction of the boiler or the combination therewith of the auxiliary heater.

The condenser is located upon the top of the car-body, as shown clearly in Figs. lf, 4, and 5. It consists of end chambers I-I H', in the inner walls of which the outer tubes J are fixed, so that these tubes are in communication with the end chambers. 'Within these tubes interior tubes K are extended through the end chambers H H and are fixed in the outer walls thereof so as to be in communication with the atmosphere at both ends. the car moves, therefore, the air is free to pass through these tubes and through the body of the condenser, but without access to the steam-chamber.

The steam-space consists of the end chamber and the annular shapes between the tubes K J. Steam from the cylinder E, the piston of which drives the motor, is exhausted into a chamber F directly. This chamber is cylindrical in form and extends across the frame from side to side. From this chamber the exhaust-steam is conducted by the pipe G directly to the end chamber H of the main condenser. These chambers are dropped down, as shown in dotted lines, Fig. 1, and from them pipes CZ communicate with a chamber L, adapted to receive the water of condensation. In this chamber will also be found usually some steam; At the beginning of the operation, as a matter of course, there will be air in the Vupper part of the chamber, and later air mixed with steam or steam altogether. From the upper part of this chamber a pipe f conducts the air or steam to the AsV chamber beneath the fire-grate, as shown more clearly in Figs. l and 2. As shown in -ioo means of a pipe g, uniting therewith at s.

Instead of the pump I may use any other airforcing device, preferably those well-known constructions calculated to deliver readily a large volume. By means of the pipe J, also connected with the air-forcing device and extending into the stackD, as shown at 7o, I am able to supply a blast, so as to increase the draft of the furnace. The chamber F may be provided with a pipe b, leading from the bottom of the steam-chamber F and connecting with the drain-pipe from the condensation-tank. The Water of condensation from these pipes is forced through a pipe sc, provided with a suitable check-valve, into the boiler. This may be accomplished by means of a pump P, having driving connections.

I have contemplated automatic arrangement for returning the Water of condensation to the boiler without the intervention of the pump, and in this case the drip from the tank F may be otherwise discharged through suitable valves. I have illustrated the form of this automatic apparatus for returning the water of condensation from the main condenser on the top of the car to the boiler in Fig. 5. This includes an intermediate tank elevated above the boiler and a pipe connecting the main condenser with the boiler and passing through the internal tank, with av three-way cock in the pipe and Within the tank, and operating mechanism moved by the water for controlling the cock. The intermediate tank is shown at Q and is located in the body of the car. A pipe d leads from the lower part of the condenser on the top of the car, in this case through the three-way cock directly to the boiler. cock is shown at Q. It is so arranged that when it is in the position shown in Fig. 5, with the valve-stem q down, the communication is between the pipe CZ and the tank Q, which is closed and is capable of resisting boilerpressure.

When the valve-stein is raised, communication between the tank and the condenserchamber is closed and communication is open f between the tank Q andthe boiler. The valve is controlled by a float connected with the stem and located within the tank. IVhen the float is down, which occurs when the water is low in the tank Q, the water condensation flows into this tank, and as it accumulates the float rises and changes the connection, shutting olf the connection above and openin g that into the boiler, so that the water accumulated in the tank flows into the boiler The three-way by gravit-y, the tank in the meantime being underboil'er-pressure. Anysuitabletripping mechanism such as is well known for the purpose may be used suddenly to shift the threeway cock when the iioat has reached the limit of its movement.

I have added to the old form of boiler an improvement in the steam-dome R. This is located over the smoke-arch h2, and I have provided tubes r for the passage of the products of combustion through the steam-space in the dome. This space around the tube is, as a matter of course, in suitable connection with the upper part of the boiler, and steam is taken by suitable pipes from the dome to t-he steam-cylinders. The tubes r, extending through the steam-chamber, utilize all the heat that it is possible to save. In order further to utilize the heat of the exhaust-steam and to add to the draft in the stack, I have shown means for heating the air conveyed by the pipej to the smoke-arch. These means consist of an air-chamber about the tank F, as shown at 3 in Fig. 8. In this figure the pipe j enters the air-chamber Z2 and is heated by contact with the drum-tank F, and thenc passes by pipe j to the arch.

I claimy l. In combination in a street-car or like motor, the boiler, an upper or main condenser above the roof of the car, a lower condensation-chamber below the floor ofthe car, a pipe connecting the Vupper condenser and lower condensation-chamber, the furnace at the end of the car beneath the oor thereof and a pipe extending from the upper part of the lower condensation -chamber along beneath the car-floor to the furnace for relieving the lower condensation-chamber of air or steam, substantially as described. y Y

2. In combination with the boiler and the upper or main condenser, a lower condensation-chamber, a pipe leading from the condenser thereto, and an air or steam conveying pipe leading from the upper part of said lower con densation-chamber to the space beneath the nre-grate, and means for forcing the air or steam to the said space beneath the lire-grate, said air-forcing means together with the lower condensation-chamber, the furnace, and the air-pipe being arranged below the floor of the car.

3. In combination with the boiler and furnace, the lower condensation-chamber, the

condenser with the pipes leading from the condenser thereto, an air-relief pipe leading from the condensation-chamber to the furnace, an air-forcing device connected with said pipe, and a pipe j extending therefrom to the smoke-stack, said lower condensationchamber with the air-forcing device being arranged below the floor of the car with the pipej extending from the air-forcing device beneath the car-floor to the smoke-stack.

4. In combination with the car, the horizontal boiler below the floor thereof and extending from end to end, the main condenser IOO IIO

above the car-roof, the lower condensationchamber below the car-floor, the air-pipe extending from the top of the lower condensation-chamber to the furnace, the pipe extending from the lower condensation-chamber below the car-floor to the boiler, the pump on one side of the horizontal boiler and below the iioor to pump the water to the boiler and the pump connected with the air-pipe to force the air or vapor into the furnace, said pump being on the other side of the horizontal boiler from the water-pump and below the car-Hoor, substantially as described.

5. In combination in a motor-car, the furnace, boiler and cylinders, and a condenser comprising a series of inner and outer tubes and end chambers extending across and in the same horizontal plane with4 the axes of the said tubes, and transversely above the car-roof to be entirely exposed to the outer air, said outer pipes extending from inner wall to inner wall of the end chambers while the inner pipes extend through the inner walls of the chambers through the chamber-spaces and through the outer walls of the chambers to communicate with the outer air, and the steam-pipes connecting with the end chambers, substantially as described.

6. In combination the boiler and smoke` stack, the steam-chests, the condenser-chamber having connection with the exhaust of the steam-chest, an air-blast pipe extending to the smoke-stack and means for heating said air-blast consisting of the chamber interposed in said air-pipe and surrounding the condensing-chamber to cool the same while at the same time the cooling medium is heated in its passage to the smoke-stack.

7. In combination in a motor-car, a `horizontal boiler arranged below the floor thereof and extending from platform to platform, the furnace at one end under one platform, the steam-dome extending up through the other platform, the smoke-stack, the overhead condenser above the roofof the car, the lower transverse condenser F adjacent to the cylinders with the pipe extending therefrom to the upper condenser, the lower centrallyarranged condensation-tank L below the horizontal boiler, the pipes connecting the same with the upper condenser and connections therefrom to the boiler, substantially as described.

8. In fcombination the car-body, the horizontal 'boiler extending below the car-floor from end to end thereof, the furnace below one platform, the steam-dome rising from the other platform, the cylinders, a smoke-stack, an overhead condenser, connections between the same and the cylinder-exhausts, and connections extending from the overhead condenser to lead the water of condensation back to the boiler, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

ARTHUR P. DODGE.

Witnesses:

HENRY E. COOPER, F. L. MIDDLETON. 

